bogert



5 T R B G O B L J (No Model.)

TWIN CYLINDER ENGINE.

Patented Jan.

1 .I i-liFi... L

(No Model.) 5 sheets-sheet 2.

' J. L. BOGERT.

TWIN CYLINDER ENGINE- Patented Jan. 20, 1885;

5 Sheets-Sheet 3.

(-No Model.)

'J. L... BOGERT.

TWIN CYLINDER ENGINE.

. Patented Jan. 20, 1885.

5 Sheets-Sheet 4. J. L. BOGERT.

TWIN CYLINDER ENGINE.

(No Model.)

Patented Jan. 20, 188(5. J3:

(No Model.) 5 Sheets-Sheet 5.

- J. L. BOGERTN TWIN CYLINDER ENGINE.

Patented Jan. 20, 1885.

40 bearing or journal UNITED STATE JOHN L; nocnn'r, or FLUSHING, NEW YonK.

TWIN-CYLINDER ENGINE. I

SPECIFICATION forming part0! batters Patent I Applicationfiled J une 25, 1894. v (No model.)

' To all whom, it may concern.-

. Flushing,

Be it known that 1, JOHN L. Boennr, of in the county of Queens and State of New York, have invented an Improvement in Twin-Cylinder Steam-Engines, of which theTollowing is a specification.

These improvements relate to an engine adapted to run at a very. highspeed and with great uniformity of motion. I employ two cylinders;side by side, with plungers and-conn'ecting-rodsextendingto the cranks, which are at one hundred and eighty degrees apart. and I inclose the cranks, and provide means for oilingthe cranks and the wrist piu'in the plungers without stopping the engine. I cast the twin cylinders and the steam chest together, and the cylinders are bolted at their forward ends directly to theirame, frame extends beneath the cylinders, so as to form a firm bed, a nd the frame is bolted to-the steam-chest. I provide a movable hood to cover the cranks.

In the drawings, tion of the engine.

Figure l is a side eleva- Fig. 2 is an elevation endwise of the cylinders. Fig. 3 is alongitudinal section throughone of the cylinders. Fig. 4 is a section of thefhood and crank-shaft, and elevation of part1. of the frame; Fig. 5 is a section at the line/a: m, Flg. 4, showing the hood, journal-boxes, and crank-shaft. Fig. 6 shows the crankhaft separately, and Fig. 7 is a section of the shaft and elevation of the cranks. The cylinders A A are cast together, and

. they also have cast with them the steamrch'est A, with the connection for the steam-pipe A and for the. exhaust pipe A, and below the steam-chest there is a foot-piece, A, that rests upon and is bolted to the bearer B of the frame Bi.

neath the'cylinders and forward to the three curved partition extending across below the journal-boxes at D", forming the bottom of a chamber in which the cranks revolve, *and there is a'verticalplate at D, with openings through which pass the connecting'rods E','and tothis plate the ends of the cylinders A-A To the rear end of the bolted, and these extend in to where the ports and said... hollow, .andnrevide l flithiwlfiil demand-bolted at F to r pass down to the oil-boxes This ,'frame is made to extend backbe-- a may be wicks in boxes 0 0 0". There is a other convenient device for supplying oil with the cranks F Hummers, dated January 20, lees/W- 8 for the steam enter the cylinders.- The valve K is a rotative or oscillating. cylinder, that is slightly tapered, and it is placed in avalvecase, and receives an oscillating motion from the 'cccentric E, rod E, ,valve audits case form the subject of a separate application for patent, Serial'No. 136,005, filed June 25, 1834. and these parts are not. herein described. I however remark that the valve, inder, opensthe'exhaust to the other cylinder, so that the cranks may be at one hundred and eighty degrees apart, and steani willbe acting upon the piston of one engine while the other piston or plunger is on the return-stroke,

.the twin cylinders being single-acting. The.

B in the respective cylindersare plungers pins Dfor ,lihe inner ends of the connecting-rods E. These preferably made plungers and, vwrist-pins are like those describe-1n a previous application of mine, but any other form of plunger .01:

wrist-pin may be made use of.

Y The journal boxes or bearings c c c" are of ordinary character, except that the caps of the boxes are at'an inclination, so as to conform to the inclinationot the front end of the frame,

and thehood F, which is applied to this front end of the frame B, is a segment of a cylinthe flange at the front end of the frame. This hood incloses the cranks, but it can be-removed to give access to the isamewithout disturbing the journalboxes, as said hood is notched at the journalbox'ca'ps. l. k

Uponthe upper part of the hood F is the oil-'vessel-F, from which the tubes F F F 21 22 23 upon the respective journa -box'es c c c, and there the'tubes F .F F, or any gradually to the boxes. Each oil-box has a holb through which 'oil passes to the journal of the crank-shaft. The crank-shaftGis made F, there being an intermediatejournalwhich revylves in the bearing or box c. There are grooves at 24 around the j ourhal G in the opposite faces of the cranks F F,'into which grooves nal and crank 70. The

as it turns and admits steamto one cyl- Q the oil from the jour: G passes by the centrifugal action, and

depend upon this mode of lubrication alone;

the holes 25, bored diagonally through the] cranks and crank-pins G convey the oil to the respective crank-pins and to the eyes of the connecting-rods B, so as to lubricate the same, and, this will be effective so long as no foreign matter passes into the holes to obstruct the same. It, however, is of great importance that all parts ofthe engine can be lubricated without stopping the engine. it therefore introduce into the main shaft central or axiatholes at 26, with holes at 27 bored in from the outer ends of the cranks to meet the axial holes, and there are axial holes 28 that pass into the crank-pins ti, these holes being plugged at their outer ends, and there is a cross-hole through the crank-pin at 29, so that oil injected in at the end of the shalt will be carried by the centrifugal force to the eye of the connecting-rod to lubricate the same; hence the crank-pins can be lubricated from either or both sources.

In my aforesaid application 1 have shown how the wrist-pin and the inner end of the connectingrod can be lubricated from the exterior of the cylinder. I however do not but I make the connecting-rod E tubular, as seen in Fig. 3, and terminate this tube with holes at i and i, that pass throngli the bOXtS or Babbitt metal, so that when the hole 29 or 25 coincides with the hole i the oil will be thrownby centrifugal force into the tubular connecting-rod, and this connecting-rod will become an oil-holder to aid in lubricating tle wrist-pin, and also the crank-pin, if the other supplies fail or are insufficient. I

Upon the cranks 1 there are projections at H", against which the weights 11" are seen red by screws passing through such projections. These weights are of such a size as to balance the cranks and conneeting-1'ods,\and insure uniformity of movement without concussion or vibration.

I do not herein lay claim to the plunger or the valve or the parts therewith connected, as these form thesubject of separate applications of likedate herewith.

I am aware that in vertical engines there have been openings and covers at the sides of the frame,below the cylinders. in my i mprovements, the cylinders beinghorizontal, I am able to employ a hood that is nearly a half-cylinder, and can be taken off to give access to the oranks and connecting-rods, so that either of the parts can be removed the cylinders and frame.

I claim as myinvention- 1. The twin steam-cylinders and the transverse valve-cylinder, the plungers within the steam -cylinders, the connectingrods, the wrist-pins in the plungersthe crank and crankwithout separating shaft, the bearings for the crank-shaft, the

bolts to connect the same to the endsofl he cyl i nders, the removablelrood to inclose the cranks and shaft, and the attaching-bolts, substantially as set forth.

The combination, with the horizontal cylinders,placed side by side, their plungers and connecting rods, of two cranks, the crankshaft, the bearings, a removable hood, an oil reservoir upon the hood,above the crank-shaft, the tubular connections from the reservoir to the bearings and from the bearings through the cranks to the crank-pins, substantially as specified.

at. The combination, with the horizontal engine-cylinder, plunger, and wrist-pin, of the removable hood, the oil-reservoir and pipes upon thehood, the crank-shalt and crank,with the oil-supply tubes to the cranlcpin, a tubular connecting-rod with an opening at the crank-pin and an opening at the-\vrist-pin, for lubricating the respective parts, substantially as set forth.

5. The combination, with thehorizontal cylinder, plunger, and connecting-rod, of acrankshaft, bearings for the same, a frame extending from the beari ngs to the end of the cylinder, and also extending below tle cylinder, and provided with a step and bolts to connect the cylinder and its valve-chest to the respective parts of the frame, substantially as specified. Signed by me this 16th day of June, A. D. 1884.

JOHN L. BOGERT. Witnesses:

WILLIAM G. Mo'r'r, HAROLD SERR'ELL. 

